Retrofit flight control surface

ABSTRACT

A method of retrofitting a wing of a fixed wing aircraft is disclosed including the steps of providing an existing aircraft wing with a main fixed wing portion, and the main fixed wing portion having a tip end and an existing movable flight control surface connected adjacent the tip end. The existing movable flight control surface is then removed from the main fixed wing portion, and a wing tip device and movable flight control surface are selected as a pair to replace the existing movable flight control surface, with the selected movable flight control surface having an aerodynamic surface of different shape to the shape of the flight control surface removed from the wing. The selected wing tip device and movable flight control surface are then fitted to the main fixed wing portion.

FIELD OF THE INVENTION

This application is a Divisional application of U.S. patent applicationSer. No. 16/203,569, filed Nov. 28, 2018, now allowed, which claimspriority to United Kingdom patent application GB 1719806.0, filed Nov.29, 2017, and United Kingdom patent application GB 1722138.3, filed Dec.28, 2017, the entire contents of each of which is hereby incorporated byreference.

The present invention relates to a method of retrofitting a wing of afixed wing aircraft with a wing tip device and movable flight controlsurface. The invention also relates to the retrofitted aircraft wing.

BACKGROUND OF THE INVENTION

In order to improve aircraft performance, some aircraft have beenretrofitted with wing tip devices such as winglets, wing tip fences,span extensions or similar. This has become a common performanceimprovement package in the aviation industry. Retrofitting a wing tipdevice to an existing wing may be driven by a desire to improve theaircraft performance and may result in a change in the aircraft spanloading across the wing.

However, this alteration to the span loading of the wings is often notoptimised without also making alterations inboard of the wing tip,especially to aircraft designed without a wing tip device or designedbefore modern computational fluid dynamics (CFD) techniques.

These alterations have previously consisted of positional angle changesto the flight control surface, or modifications to the ‘falsework’outboard of the aircraft flight control surfaces.

SUMMARY OF THE INVENTION

A first aspect of the invention provides a method of retrofitting a wingof a fixed wing aircraft. The method comprises the steps of providing anexisting aircraft wing with a main fixed wing portion; the main fixedwing portion having a tip end and an existing movable flight controlsurface connected adjacent the tip end. The existing movable flightcontrol surface is then removed from the main fixed wing portion, and awing tip device and movable flight control surface are selected as apair to replace the existing movable flight control surface, with theselected movable flight control surface having an aerodynamic surface ofdifferent shape to the shape of the flight control surface removed fromthe wing. The selected wing tip device and movable flight controlsurface are then fitted to the main fixed wing portion.

The invention is advantageous in that the wing loading in the presenceof a retrofit-able wing tip device can be better optimised through shapechanges to the flight control surface. This can improve the operationalflexibility of the aircraft by increasing the viable economic Machrange, and better optimising the lift to drag ratio at a given time orphase of flight.

This invention gives potential to reduce the wing induced drag bymodifying the span loading in the presence of the new tip device:

-   -   Improving the ‘K’ factor (Oswald efficiency)    -   Adjusting the spanwise centre of pressure

Additional potential benefits may include:

-   -   Improved compressibility drag    -   Greater scope for tip device development with continuity of        surface with improved performance and visual benefits.    -   Re-optimising for a given wing bending target

These changes may favourably redistribute the local load, more than isachievable by just retrofitting a wing tip device, leading to aircraftlevel advantages such:

-   -   Improved fuel burn    -   Improved climb

Retrofitting in this context refers to the addition of one or moredifferently shaped components to a device or structure that either didnot have the component(s) or had differently shaped component(s) when itwas first manufactured. Retrofitting does not here extend to repairs toan aircraft wing in which a component is replaced by a substantiallyidentically designed component.

Wing tip device refers to any device attached at the outboard ‘tip’ endof the wing that aims to reduce drag by favourable redistribution of theaircraft's lifting system. Wing tip devices may take a wide variety offorms, including but not limited to wing tip fences, winglets, Kuchemantips, blended winglets, canted winglets, raked wing tips, non-planarwing tip extensions and split wing tips.

Retrofitting the flight control surface improves the span loading,helping to maximise the benefits of a retrofitted wing tip device,without requiring internal structural alterations to the main wingportion. By selecting the wing tip device and movable flight controlsurface as a complimentary pair or package, improvements are made incomparison to simply providing a positional angle change of the existingcontrol surface.

Preferably the main fixed wing portion has a common connection(structural and systems) to the existing movable flight control surfaceand the selected movable flight control surface, enabling the retrofitwith minimal changes to the main fixed wing portion.

This allows the retrofitting process to be less labour intensive, moreefficient, and without the need to structurally reconfigure the internalprofile, mechanisms or systems of the wing.

The selected flight control surface may have a different chord length,chamber, thickness or planform area in comparison to the existing flightcontrol surface.

Chord length is the distance, measured in a straight line, between theleading edge and trailing edge of an aerodynamic (i.e. aerofoil)section.

Camber is defined as the asymmetry between the top and bottomaerodynamic surfaces of an aerofoil section, such that a symmetricsection will have no camber. The camber line is an imaginary line drawnequidistant between the top and bottom aerodynamic surfaces of anaerofoil section. This means the length of the camber line will be equalto the chord length for a symmetric aerofoil section.

The thickness of an aerodynamic section defines the distance between thetop and bottom aerodynamic surfaces, measured perpendicular to the chordline and spanwise direction.

The planform area is defined here as the projected area of an objectwhen viewed from an angle perpendicular to the spanwise direction of thewings and longitudinal direction of the fuselage.

The existing aircraft wing may have an existing wing tip deviceconnected at the tip end of the main fixed wing portion, so that themethod also includes the step of removing the existing wing tip devicefrom the main fixed wing portion. Alternatively the existing aircraftwing may have no existing wing tip device.

Whilst the retrofitting method is particularly relevant to aircraftdesigned initially without a wing tip device, as the outer wing loadingis expected to be less than optimal when the wing tip device isretrofitted, there are also advantages to retrofitting movable flightcontrol surfaces to aircraft wings designed initially with a wing tipdevice due to the change in outer wing loading expected when a new wingtip device is retrofitted. This is particularly relevant for aircraftdesigned prior to modern computational fluid dynamics (CFD) techniques,which may not have had ideal wing loading when the wing tip device wasretrofitted.

The existing flight control surface and the selected flight controlsurface may have a substantially identical leading edge shape.

This means that the shape of the trailing edge of the main wing portion,where the leading edge of the existing flight control surface sits, isalso suitable to accommodate the leading edge of the selected flightcontrol surface. This commonality allows the selected control surface tobe retrofitted more easily, and without substantial structuralalteration.

The movable flight control surface may be an aileron, flaperon or othercontrol surface configured to provide roll control.

A flaperon is a control surface configured to perform the function ofboth an aileron and a flap.

The selected wing tip device may include a winglet. A winglet is awing-like lifting surface projecting upwardly (an ‘uplet’) or downwardly(a ‘downlet’) from the wing. The wing tip device may include both anuplet and a downlet, e.g. a split winglet. The winglet may be a ‘blendedwinglet’ where the upper and lower surfaces together with the leadingand trailing edges smoothly transition from the tip end of the wing intothe winglet at the intersection.

The selected wing tip device may be blended into the tip end of the mainfixed wing portion. This can improve the aerodynamic performance at theoutboard end of the aircraft wing.

The selected wing tip device may include a wing tip extension.

The selected wing tip device may be fixed so as to be non-movable withrespect to the main fixed wing portion. In this context this means thatthe tip device is not actuated to move relative to the wing to which itis attached.

The selected wing tip device may include at least a movable portion. Inthis context this means that at least a portion of the tip device isactuated to move relative to the wing to which it is attached.

A second aspect of the invention provides an aircraft wing having a rootend, a tip end, a span extending between the root end and the tip end, aleading edge, a trailing edge and a chord extending between the leadingedge and the trailing edge. The aircraft wing also has a main fixed wingportion, having an inboard portion adjacent the root end and an outboardportion adjacent the tip end, as well as a wing tip device attached tothe tip end of the wing; and a movable flight control surface connectedat the outboard the outboard portion of the main fixed wing portion. Themovable flight control surface has a leading edge, a trailing edge and achord extending between the leading edge and the trailing edge. Theratio of the local chord length of the movable flight control surface tothe local chord length of the wing varies in the spanwise direction.

Retrofitting with a selected flight control surface may change the outerwing loading and further improve the performance benefits provided bythe selected wing tip device.

The ratio of the local chord length of the movable flight controlsurface to the local chord length of the wing may increase in thespanwise direction, or it may decrease in the spanwise direction.

The leading edge and/or trailing edge of the movable flight controlsurface may be straight.

A third aspect of the invention provides an aircraft wing having a rootend and a tip end, a main fixed wing portion having an inboard portionadjacent the root end, and an outboard portion adjacent the tip end, awing tip device attached to the tip end of the wing; and a movableflight control surface connected at the outboard portion of the mainfixed wing portion. The movable flight control surface has an inboardedge and an outboard edge, and is configured to be movable between aneutral position and at least one deployed position. A camber of anaerofoil section of the wing including the inboard edge of the movableflight control surface in the neutral position is different than acamber of an aerofoil section of the wing just inboard of the inboardedge of the movable flight control surface.

The neutral position refers to the position of the control surface wherethe aerodynamic surfaces of the control surface are conformal with theupper and lower aerodynamic surfaces of the main fixed wing portion,i.e. the control surface is not in a deflected state.

A consequence of retrofitting the selected flight control surface can bethat a step change in the camber is created between the main fixed wingportion and the selected movable flight control surface, across theinboard edge of the movable flight control surface in the wing spanwisedirection.

The wing tip device of the second and third aspects may include awinglet.

The wing tip device of the second and third aspects may include a wingtip extension.

The wing tip device of the second and third aspects may be fixed so asto be no-movable with respect to the main wing portion.

The wing tip device of the second and third aspects may include at leasta movable portion.

The wing may have a folding portion adjacent the tip end, wherein thefolding portion is adapted to rotate about a generally chordwiseextending hinge.

The folding portion may provide a changeable span of the wing, so thatthere may be a flight configuration for use during flight, and a groundconfiguration for use during ground-based operations. In the groundconfiguration, the span of the aircraft wing is reduced to accommodateaircraft span (gate) constraints at airports.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described with reference to theaccompanying drawings, in which:

FIG. 1a is a plan view of an aircraft;

FIG. 1b is a front view of the aircraft;

FIG. 2a shows a plan view of a first example of an existing starboardaircraft wing to be retrofitted;

FIGS. 2b shows a plan view of the wing of FIG. 2a after retrofittingwith a new aileron and wing tip device package;

FIGS. 2c and 2d show wing profiles through the wing of FIGS. 2a and 2b ,respectively;

FIG. 3a shows a plan view of a second example of an existing starboardaircraft wing to be retrofitted;

FIG. 3b shows a plan view of the wing of FIG. 3a after retrofitting witha new aileron and wing tip device package;

FIG. 4a shows a plan view of a third example of an existing starboardaircraft wing to be retrofitted;

FIG. 4b shows a plan view of the wing of FIG. 4a after retrofitting witha new aileron and wing tip device package;

FIGS. 4c-4d show alternative wing profiles through the wing of FIG. 4 b;

FIGS. 4e shows another plan view of the wing of FIG. 4a afterretrofitting with the new aileron and wing tip device package;

FIGS. 4f-4g show wing profiles of the retrofitted aircraft wing of FIG.4 e;

FIG. 5 shows an exemplary comparison of the wing span loading before andafter retrofitting; and

FIG. 6 shows an exemplary aircraft drag profile in relation to the wingbending moment before and after retrofitting.

DETAILED DESCRIPTION OF EMBODIMENT(S)

FIG. 1a shows an existing aircraft 1 with port and starboard fixed wings2, 3, engines 9, a fuselage 4 with a nose end 5 and a tail end 6, thetail end 6 including horizontal and vertical stabilising surfaces 7, 8.The aircraft 1 is a typical jet passenger transport aircraft but theinvention is applicable to a wide variety of fixed wing aircraft types,including commercial, military, passenger, cargo, jet, propeller,general aviation, etc. with any number of engines attached to the wingsor fuselage.

Each wing 2, 3 of the aircraft 1 has a cantilevered structure with alength extending in a span-wise direction from a root to a tip, the rootbeing joined to the aircraft fuselage 4. The wings include a main fixedwing portion 20 and a movable flight control surface 30 adjacent thewing tip end, and a wing tip device 40 outboard of the movable flightcontrol surface 30.

The wing tip device 40 is shown to be a wing tip fence in FIG. 1 b,where near vertical substantially planar portions extend upwardly anddownwardly from a rounded (Kucheman) wing tip portion, although theexisting aircraft 1 may be fitted with other wing tip devices or no wingtip devices as will be apparent to those skilled in the art.

The invention generally relates to retrofitting the wings 2, 3, and inparticular to retrofitting the outboard wing portion. This outboard wingportion is indicated in FIG. 1b by a box in broken line, A. FIG. 2ashows a simplified schematic of the starboard wing 3 of the aircraft 1with no wing tip device attached, with a main wing portion 20 and anexisting movable flight control surface 30 attached to the main wingportion 20. The main wing portion 20 has a chord length, Lw, extendingbetween a leading edge 21 and a trailing edge 22 of the main wingportion 20. The existing movable flight control surface 30 has a chordlength, Lc, that extends between a leading edge 31 and a trailing edge32 of the movable flight control surface 30. The ratio Lc/Lw of thelocal chord length of the existing movable flight control surface 30 tothe local chord length of the main wing portion 20 is substantiallyconstant in the spanwise direction.

The leading edge 31 and trailing edge 32 of the existing movable controlsurface are both straight, and extend up to an inboard edge 33 of theexisting movable control surface 30 and up to an outboard edge 34 of theexisting movable control surface 30.

The existing movable flight control surface 30 is removed from the mainwing portion 20, and a new movable flight control surface 30 a andcorresponding wing tip device 40 a are selected as a pair or package.The selected wing tip device 40 a and selected movable flight controlsurface 30 a are then fitted to the main wing portion 20 as shown inFIG. 2 b.

The selected movable flight control surface 30 a has a shape that isdifferent to the removed (previously existing) movable flight controlsurface 30 so that its shape compliments the selected wing tip device 40a and optimises the wing loading. This change in shape of the selectedmovable control surface 30 a may include, for example, a change inplanform area, thickness, camber, chord length, or any other (externalor aerodynamic) shape change apparent to those skilled in the art.

For instance, FIG. 2b shows the retrofitted wing 3 with the selectedmovable flight control surface 30 a and selected wing tip device 40 a,wherein the planform area of the selected movable flight control surface30 a is increased in comparison to the existing movable flight controlsurface 30, as indicated by the dotted-line which represents the shadowplanform of the previously existing movable flight control surface. Analternative change would be to decrease the planform area of theselected movable flight control surface 30 a in comparison to thepreviously existing movable flight control surface 30.

FIG. 2b also shows that the ratio Lc/Lw of the local chord length of theselected movable flight control surface 30 a to the local chord lengthof the main wing portion 20 is no longer constant and now varies (e.g.increases) in the wing spanwise direction. It will also be apparent tothe skilled person that the selected movable flight control surface maybe retrofitted such that the ratio Lc/Lw may decrease in the spanwisedirection.

FIGS. 2c-d show section views of the existing moveable flight controlsurface 30 and of the selected movable flight control surface 30 a atthe same spanwise station 52 (shown in FIGS. 2a, 2b ). As can be seen,the local chord length Lc is greater for the selected movable flightcontrol surface 30 a than for the previously existing moveable flightcontrol surface 30. The section profile of the main fixed wing portion20 at station 52 is unchanged in FIGS. 2c and 2d , and so Lw is the samein FIGS. 2c and 2d . The change in chord length Lc will be accompaniedby a change in camber for the wing section.

It will be apparent that, as the existing movable flight control surface30 is designed to complement the existing main wing portion 20, anyretrofitted movable flight control surface 30 a is also capable ofcausing a step change of the aerodynamic profile (aerofoil sections)across the inboard edge 33 of the movable flight control surface 30 adue to the change in profile shape of the wing 3. This can, for example,be a step change in the local sectional camber along the wing spanwisedirection, discussed ore below with reference to FIGS. 4e -4 g.

The connection mechanism between the main wing portion 20 and themovable flight control surfaces 30, 30 a also preferably remainsunchanged, such that the main wing portion 20 has a common connection toboth the previous movable flight control surface 30 and the newlyselected movable flight control surface 30 a.

FIGS. 3a-b show a second embodiment substantially the same as the firstembodiment shown in FIGS. 2a -d, with all common features labelled withcommon reference numerals. The only substantial difference being theaddition of an existing wing tip device 40 to the existing wing, asshown in FIG. 3a . This embodiment therefore requires the method to alsoinclude removal of the existing wing tip device 40 as well as theremoval of the existing movable flight control surface 30 from the mainwing portion 20. The wing tip device 40 and the moveable flight controlsurface are then both replaced with a selected movable flight controlsurface 30 a and a corresponding selected wing tip device 40 a, whichare selected as a pair or package. The selected wing tip device 40 a andselected movable flight control surface 30 a are then fitted to the mainwing portion 20.

FIG. 3a shows the main wing portion 20, an existing movable flightcontrol surface 30 attached to the main wing portion 20, and an existingwing tip device 40.

FIG. 3b shows the retrofitted wing 3 with the selected movable flightcontrol surface 30 a and selected wing tip device 40 a attached to themain wing portion 20.

As shown in FIG. 3b , the selected wing tip device 40 a is larger thanthe previously existing wing tip device 40, having a greater spanwisewidth and a longer chord length at the wing tip 34. The increased chordlength at the wing tip 34 enables the increased planform area of theselected movable flight control surface 30 a in comparison to theplanform area of the previously existing movable flight control surface30. Of course, in other examples the selected wing tip device 40 a mayhave the same, smaller or larger dimensions than the previously existingwing tip device 40, and the selected movable flight control surface 30 awill be chosen to pair with the selected wing tip device 40 a.

It will be apparent that, as the existing movable flight control surface30 is designed to complement the existing main wing portion 20, anyretrofitted movable flight control surface 30 a is also capable ofcausing a step change of the aerodynamic profile across the inboard edge33 of the movable flight control surface 30 a due to the change inprofile shape of the wing 3. This can, for example, be a step change inthe local sectional camber along the wing spanwise direction, discussedmore below with reference to FIGS. 4e -4 g.

FIGS. 4a-b show a third embodiment substantially the same as the secondembodiment shown in FIGS. 3a -b, with all common features labelled withcommon reference numerals. The only substantial difference being thatthe planform area of the selected flight control surface 30 a remainssubstantially unchanged in comparison to the existing flight controlsurface 30, whilst the camber of the selected flight control surface 30a is altered in comparison to the existing flight control surface 30.

FIG. 4a shows the main wing portion 20, an existing movable flightcontrol surface 30 attached to the main wing portion 20, and an existingwing tip device 40.

FIG. 4b shows the main wing portion 20, a selected movable flightcontrol surface 30 a attached to the main wing portion 20, and aselected wing tip device 40 a. The shadow outline of the previouslyexisting wing tip device 40 is also shown.

The result of retrofitting both a selected movable flight controlsurface 30 a and a selected wing tip device 40 a is that the wingloading can be more efficiently tailored, than it can when onlyretrofitting the selected wing tip device 40 a, as there is a greaterproportion of the aerodynamic surface that can be optimised. This isachievable without major structural alterations to the main wing portion20 that might be otherwise required in order to extend the flightenvelope.

FIG. 4c shows a first example of a comparison between the aerofoilsectional profile at spanwise station 52 for the existing flight controlsurface 30 shown in FIG. 4a and the selected flight control surface 30 ashown in FIG. 4b . As can be seen the re-cambered flight control surface30 a has the same chord length as the flight control surface 30 but thetrailing edge 32 is positioned lower and the lower aerodynamic surfaceof the flight control surface 30 a has higher curvature leading to amore highly cambered flight control surface.

FIG. 4d shows a second example of a comparison between the aerofoilsectional profile at spanwise station 52 for the existing flight controlsurface 30 shown in FIG. 4a and the selected flight control surface 30 ashown in FIG. 4b . As can be seen the re-cambered flight control surface30 a has the same chord length as the flight control surface 30 but thetrailing edge 32 is positioned higher and the upper aerodynamic surfaceof the flight control surface 30 a has higher curvature leading to areflexed cambered flight control surface.

The result of the camber change may also in some circumstances mean thatthere is now a step change of the camber profile between the inboardedge 33 of the selected movable flight control surface 30 a and thesection of the main wing portion just inboard of the selected movableflight control surface 30 a.

This step change in the camber can be seen in comparison of theaerodynamic profiles of FIGS. 4e -g, the camber line indicated as adotted-line in FIGS. 4f and 4g . FIG. 4f shows the aerofoil profile at alocation just inboard of the inboard edge 33 of the selected movableflight control surface 30 a, indicated by spanwise station 53 in FIG. 4e. FIG. 4g shows the aerofoil profile on the selected movable flightcontrol surface 30 a at a location just outboard of the inboard edge 33,indicated by spanwise station 54 in FIG. 4e . In FIGS. 4e -g, themovable flight control surfaces 30 a is shown in the neutral position,that is to say it has not been actuated to a deployed position and is inits zero degree position.

The camber difference across the inboard edge of the selected movableflight control surface 30 a is observable as a sudden transition, or astep change, in the sectional profile of the wing. This may also be afeature of any of the first and second embodiments described above.

FIG. 5 shows the lift coefficient CL along the span L of the starboardwing 3. The span loading with the existing wing tip device 40 a andmovable flight control surface 30 a are retrofitted as indicated bysolid-line 60, whilst the span loading after the selected wing tipdevice 40 a and selected movable flight control surface 30 a areretrofitted is indicated by the dotted-line 60 a.

FIG. 5 shows the increased lifting performance that can be achieved whenusing a selected wing tip device 40 a in tandem with a correspondingselected movable flight control surface 30 a, indicated by the increasedlift coefficient across the section of span that includes the selectedmovable flight control surface 30 a in comparison to the span loadingwith the existing wing 3.

FIG. 6 shows the change in aircraft drag D for a given wing root bendingmoment BM of the aircraft wing 3. The drag is shown as a solid-line 61for an aircraft wing 3 that includes an existing flight control surface30, whilst the dotted-line 61 a indicates the drag for an aircraft wing3 including the retrofitted selected flight control surface 30 a andwing tip device 40 a. The figure illustrates how the invention canminimise the induced drag for a given maximum allowable bending moment55.

In each embodiment, it will be clear that the invention may beapplicable to any aircraft wing with a movable flight control surface. Amovable flight control surface may refer to, for example, an aileron, aflaperon or any other control surface configured to provide rollcontrol.

Whenever a wing tip device 40, 40 a is mentioned in the description,this may include, for example, a winglet, a raked wing tip, a wing tipfence, a wing tip cap, a wing tip extension or any other wing tipprofile or device known in the art. The wing tip device 40, 40 a mayalso be blended into the tip end of the main wing portion 20.

The wing tip device 40, 40 a may be a “fixed” type, meaning that thewing tip device 40, 40 a is non movable with respect to the wing 3, i.e.the wing tip device 40, 40 a substantially does not rotate or otherwisemove with respect to the wing 3 except for normal structural deflection.However, it may alternatively contain at least some portion that ismovable with respect to the main wing portion 20. This may include afolding wing tip.

Where the word ‘or’ appears this is to be construed to mean ‘and/or’such that items referred to are not necessarily mutually exclusive andmay be used in any appropriate combination.

Although the invention has been described above with reference to one ormore preferred embodiments, it will be appreciated that various changesor modifications may be made without departing from the scope of theinvention as defined in the appended claims.

1. An aircraft wing having a root end, a tip end, a span extendingbetween the root end and the tip end, a leading edge, a trailing edgeand a chord extending between the leading edge and the trailing edge,and comprising: a main fixed wing portion having an inboard portionadjacent the root end, and an outboard portion adjacent the tip end; awing tip device attached to the tip end of the wing; and a movableflight control surface connected at the outboard portion of the mainfixed wing portion and having a leading edge, a trailing edge and achord extending between the leading edge and the trailing edge, whereina ratio of the local chord length of the movable flight control surfaceto the local chord length of the wing varies in the spanwise direction.2. An aircraft wing according to claim 1, wherein the ratio of the localchord length of the movable flight control surface to the local chordlength of the wing increases or decreases in the spanwise direction. 3.An aircraft wing according to claim 1, wherein the wing tip device isblended into the tip end of the main wing portion.
 4. An aircraft wingaccording to claim 1, wherein the control surface is an aileron,flaperon or other control surface configured to provide roll control. 5.An aircraft wing according to claim 1, wherein the leading edge and/ortrailing edge of the movable flight control surface is straight.
 6. Anaircraft wing having a root end and a tip end and comprising: a mainfixed wing portion having an inboard portion adjacent the root end, andan outboard portion adjacent the tip end; a wing tip device attached tothe tip end of the wing; and a movable flight control surface connectedat the outboard portion of the main fixed wing portion and having aninboard edge and an outboard edge, the movable flight control surfaceconfigured to be movable between a neutral position and at least onedeployed position, wherein a camber of an aerofoil section of the wingincluding the inboard edge of the movable flight control surface in theneutral position is different than a camber of an aerofoil section ofthe wing just inboard of the inboard edge of the movable flight controlsurface.
 7. An aircraft wing according to claim 6, wherein the camberdifference across the inboard edge of the movable flight control surfaceprovides a step change of the camber profile in the wing spanwisedirection.
 8. An aircraft wing according to claim 6, wherein the wingtip device includes a winglet or a wing tip extension.
 9. An aircraftwing according to claim 6, wherein the wing tip device is blended intothe tip end of the main wing portion.
 10. An aircraft wing according toclaim 6, wherein the wing tip device is either fixed so as to benon-movable with respect to the main wing portion, or includes at leasta movable portion.
 11. An aircraft wing according to claim 6, whereinthe control surface is an aileron, flaperon or other control surfaceconfigured to provide roll control.